Internal-combustion engine.



D. B. IVIEDANICH.

INTERNAL COIVIBUSTION ENGINE.

APPLICATION FILED ,IAN.27| 1816.

Patented Nov. 2?, 19H1 2 SHEETS-SHEET I.

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OVA/Av D. B. MEDANICH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IAN.21, I9Is.

l @@73963 I Patented Nov. 2?, 191?.

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JEM/@HEME Armen/Ey .an in DANEL B. MEDANICH, F BUECHEL, KENTUCKY, ASSXGNOB T0 HIMSELF, @LIVER H.

KELSALL, AND JOHN 1R. WRIGHT, A. PAETNERSHEP.

UUTERNAL-COMBUSTION ENGINE. i

Specication of Letters Patent.

Patented 1t ov. W3', 191th.

Application filed January 27, 1916. Serial No. 754,697.

To all 'whom z't may concern.'

Be it known that I, DANIEL B. MEDANICH, a citizen of the United States, residing at Buechel, in the county of Jefferson and State a of Kentucky, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specication.

This invention relates to internal combus- M tion engines, and an object is to provide an improved construction of valves and pistons therefor.

A further object is the provision of means for facilitating the combustion of liquid hyv je drocarbons.

With the foregoing and other objects in view: the invention consists of the novel construction and arrangement of parts illustrated in the accompan ing drawings, a@ wherein is set forth an em odlment ofthe invention, but it is to be understood that such changes and modifications may be resorted to as come within the scope of the claims appended hereunto. 4

Referring to the drawing wherein similar reference characters designate like parts in the several views Figure 1, is a transverse sectional view of a single cylinder engine embodying my invention; Fig. 2, is a top aa plan view; Fig. 3, a section on line 3 3 of ilgig. 1; Fig. 4, a section on line 1 4 of 1nl the embodiment of my invention illustrated in the accompanying drawings at designates a power cylinder which is mounted upon a crank case 11 of approved construction, within which are movable, re-

' spectively, a piston 12 and a crank 13- the latter being connected to the pisau ton by means of a connecting rod M whereby motion is transmitted from the piston to the crank shaft. The engine is preferably of the pattern popularly known as T head, exhaust and intake valve cylinders tu 15, 16 being disposed, respectively, on

opposite sides of the power cylinder, communicating therewith by means of ports 17, .1S- A water jacket 19 envelops lthe power cylinder and valve-cylinders. tu The valve cylinders are open at the lowerv end to the atmosphere. In each of the valve cylinders there is an internal annular-valve seat 20 'on a line with, or just above the up er end of the power cylinder, against tu whlch piston valves 21, 22- seat. Valve -rods 23 flexibly connected to the valves by means of ball joints Q4- depend into position to be actuated'in one direction, through the medium of levers 25 by means of cams 26 which are secured on shafts 27 said shafts receiving motion from the crank shaft by suitable means such as belts 28-. Springs 29 serve to return the valves to the closed position. A sleeve 30- which reduces the bore thereof, is'disposed in each valve cylinder, bein retained therein by .suitable means suc las plates 31- whihfare vsuitably secured to the lower end oft "e'valve cylinder. rlhese sleeves extend from `the lower end of the cylinder to within a-spaceddistance of the ports 17 and 18. By this arrangement a chamber 3.2iis`formed between the upper end of the sleeves and the valve seat 20 in which the heads 33 of the valves o erate. The body of the valve is o reduced diameterto fi the bore of the sleeves. A n advantage of thi construction is that in case of wear new sleeves may be inserted, instead of having to re-borethe cylinder. The length of the chamber 32 is such as to permit the heads o'f the valves tol properly clear ports 17 and 18/before they contact with the upper ends ofthe-sleeves. 'It is to be observed that the gases from the power cylinder ind their wayall aroundvthe body of the valves, below the heads, thus subjecting them to equal pressure on all sides, avoiding tti .wear and friction due to side pressure. The

inlet valve cylinder communicates at its u per end with a transverse passage 35 m the head of the engine, which at its outer end is provided with means, such as a dange 36 for the attachment of a conduit leading to a suitable source of fuel supply. rlFhe passage 35 divides, and passes around a well 37 within which is positioned a spark plug 38 An exhaust tube 39 passes through the passage 35, the arrangement being such that the incomin pinges upon the'tube and is heated thereby: As ordinarily constructed pistons of internal 'titi combustion engines are relieved7 that is are slightly reduced in diameter at the head,

this'is done to prevent the pistons, when they 1th the body which is hollow, l overcome this 11u fuel imrac diliiculty and avoid reducing the diameter of the piston, thus insuring an accurate t at all times, by providing an annular slot -40- which extends longitudinally into the side Wall of the piston from the head thereof. This slot is concentric with and suitably spacedfrom the edge of the piston, and the depth thereof is greater than the thickness of the web constituting the head of the piston. With this construction, expansion of the head closes the slot but does not affect the external diameter of the piston.

Having thusv described my invention so that anyone skilled in the art pertaining thereto may make and use the same, I claim:

l. A valve cylinder having an internal annular recess near its upper end, a removable sleeve extending from its lower end to within a spaced distance of said recess, and a piston Valve comprising a portion operating in said sleeve and a portion operating in the main bore of the cylinder.

2. A valve cylinder open at its lower end to the atmosphere, an internal annular valve seat in the upper end thereof, said cylinder having an internal annular recess below said seat, a removable reducing sleeve within the cylinder extending from the lower end thereof to within a spaced distance of said recess, and a piston valve having a body portion operating in said sleeve and an enlarged head operating in the main bore of the cylinder and adapted to close on said valve seat.

3. A valve cylinder having an exhaust passage leading from its upper end, the lower end being open to the atmosphere, an internal annular valve seat in the upper end thereof, a tubular piston valve, and a reducing sleeve in the lower portion of said cylinder, said valve comprising a body portion and an enlarged head, said head moving 1n the main bore of the cylinder and thebody in the sleeve.

4. In an internal combustion engine, a power cylinder, valve cylinders disposed on opposite sides of the power cylinder, one of said valve cylinders having an inlet passa e leading from its upper end transverse y acrossthe top of the power cylinder and the other valve cylinder, and an exhaust tube extending4 from the other valve cylinder through said transverse inlet passage.

5. In an internal combustion engine, a power cylinder, an exhaust valve cylinder on one side and an inlet valve cylinder on the other side of said power cylinder, an internal annular valve seat in the upper end of each of said valve cylinders, a reducing sleeve in the lower portion of each valve cylinder, a tubular piston valve in each of the valve cylinders the heads whereof are adapted to close on said seats, the valves each comprising a head adapted to fit in the bore of A the cylinder and a reduced body adapted to fit in said sleeve, the inlet valve cylinder having an inlet passage leading from the upper end thereto transversely across the upper end of the power cylinder and the exhaust valve cylinder, and an exhaust tube leading from the upper end of the exhaust valve cylinder, in prolongation of the axis thereof, through said transverse inlet passage.

DANIEL B. MEDANICH.

copies of this patent may be obtained for ve cents each, by addressing the "Commissioner of llatentl,v Washington, D. 0. 

